U.S. patent application number 13/504715 was filed with the patent office on 2012-08-23 for aircraft nose section including a lock for accessing the cockpit.
This patent application is currently assigned to AIRBUS. Invention is credited to Sebastien Lalande, Olivier Pujol.
Application Number | 20120211601 13/504715 |
Document ID | / |
Family ID | 42184041 |
Filed Date | 2012-08-23 |
United States Patent
Application |
20120211601 |
Kind Code |
A1 |
Pujol; Olivier ; et
al. |
August 23, 2012 |
AIRCRAFT NOSE SECTION INCLUDING A LOCK FOR ACCESSING THE
COCKPIT
Abstract
An aircraft fuselage nose section having a secure access between
the cockpit and the passenger cabin, while being compact. For that
purpose, the nose section includes a separating mechanism including
at least one movable element slidingly movable between: an extended
closing position at which the separating mechanism bounds, with the
cockpit door, a transition zone between the cockpit and the
passenger cabin, and prevents people from passing between the
passenger cabin and the transition zone; and a retracted opening
position wherein the separating mechanism allows people to pass
between the passenger cabin and the transition zone.
Inventors: |
Pujol; Olivier; (Montaigut
Sur Save, FR) ; Lalande; Sebastien; (Toulouse,
FR) |
Assignee: |
AIRBUS
Blagnac
FR
|
Family ID: |
42184041 |
Appl. No.: |
13/504715 |
Filed: |
November 5, 2010 |
PCT Filed: |
November 5, 2010 |
PCT NO: |
PCT/FR2010/052389 |
371 Date: |
April 27, 2012 |
Current U.S.
Class: |
244/118.5 |
Current CPC
Class: |
B64C 1/1469 20130101;
B64D 45/0015 20130101; B64D 45/0036 20190801 |
Class at
Publication: |
244/118.5 |
International
Class: |
B64D 11/00 20060101
B64D011/00; B64C 1/18 20060101 B64C001/18 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 6, 2009 |
FR |
0957881 |
Claims
1-9. (canceled)
10. An aircraft fuselage nose section comprising: a cockpit; a
cabin accessible to passengers which is separated from said cockpit
by a partition wall provided with a cockpit door; and separating
means located on the passenger cabin side with respect to said
partition wall and comprising at least one movable element, wherein
said movable element is slidingly movable between: an extended
closing position wherein said separating means bounds, with said
cockpit door, a transition zone between the cockpit and the
passenger cabin, and prevents people from passing between the
passenger cabin and said transition zone; and a retracted opening
position wherein said separating means allows people to pass
between the passenger cabin and said transition zone; said movable
element extending, in the extended closing position, along an
entire perimeter of the transition zone adjoining the passenger
cabin.
11. The aircraft fuselage nose section according to claim 10,
wherein, when said movable element assumes said retracted opening
position, said separation means bounds with said cockpit door at
least partly a zone having an area strictly lower than that of the
transition zone.
12. The aircraft fuselage nose section according to claim 10,
wherein the transition zone includes a floor, said movable element
being slidable along an axis parallel or orthogonal to said
floor.
13. The aircraft fuselage nose section according to claim 10,
wherein said movable element remains fully located, during its
displacement between both said positions, along a perimeter of the
transition zone adjoining the passenger cabin.
14. The aircraft fuselage nose section according to claim 10,
wherein said movable element is formed by a panel made as a single
piece.
15. The aircraft fuselage nose section according to claim 10,
wherein said movable element is formed by a plurality of panels,
each of said panels being coupled to at least one contiguous
panel.
16. The aircraft fuselage nose section according to claim 10,
wherein said movable element is formed by a grid or curtain.
17. The aircraft fuselage nose section according to claim 10,
wherein said transition zone includes a floor, said floor
separating a passenger transport upper zone from a cargo lower
zone, and including an opening which extends along a perimeter of
the transition zone adjoining the passenger cabin, and wherein said
movable element is slidable through said opening so as to be
accommodated, in the closing retracted position, in said cargo
lower zone.
18. An aircraft, comprising a fuselage nose section according to
claim 10.
Description
TECHNICAL FIELD
[0001] The present invention relates generally to the field of
safety on board aircrafts and relates more particularly to an
aircraft fuselage nose section comprising a cockpit communicating
with a passenger cabin through a safety lock.
STATE OF PRIOR ART
[0002] Following the events of 11 Sep. 2001, it has become
necessary to improve safety on board aircrafts, and in particular
to secure access to the cockpit.
[0003] The cockpit was, before these events, separated from the
passenger cabin only by a partition wall provided with a
non-shielded cockpit door.
[0004] To resist to projectiles emitted by small arms, the cockpit
door, and possibly the partition wall, have been shielded.
[0005] However, it remains important to avoid the intrusion into
the cockpit of any unauthorised person, in particular upon
momentarily opening the cockpit door.
[0006] Indeed, it is frequent that, during a flight, crew members
have to come out or in the cockpit. The cockpit door is then
momentarily opened and a malicious person can forcedly come in the
cockpit.
[0007] It is possible to provide a safety lock between the cockpit
and the passenger cabin.
[0008] Document FR2910436, filed on behalf of the applicant,
describes a safety lock formed by a corridor closed at one end by
the cockpit revolving door and at a second opposed end by a second
revolving door. The corridor then forms, between said doors, a
transition zone between the cockpit and the passenger cabin.
[0009] This solution however has the drawback to require a large
size dedicated space, resulting from the bulk of the revolving
doors, thus reducing the effective area of the passenger cabin. By
effective area, it is meant herein the space currently available
for the passenger transport.
[0010] Indeed, the dedicated space is formed by the corridor space,
as well as the space necessary to the normal clearance of the
second door. In the case where the second door opens inside the
transition zone, the length of the corridor is then set by the need
to allow said door to pivot normally. In the opposite case where
the second door pivots outside the transition zone, that is in the
passenger cabin, the effective area of the passenger cabin is
reduced by the clearance zone of said door. In both cases, this
safety lock has a high bulk which decreases the effective area of
the passenger cabin. This infringes the current requirement in the
aeronautics field for maximizing the passenger cabin zone in order
to be able to transport a greater number of passengers.
[0011] Another solution is described in document EP1332965, on
behalf of the applicant. The safety lock is formed by a cylindrical
revolving drum rotatably mounted about a vertical axis on a frame
structure. The drum then bounds an inner zone forming a transition
zone. Said frame has a cylindrical revolving ring shape which
enables the drum to be accommodated. The frame includes at least
two door frame type openings, one on the cockpit side and the other
on the passenger cabin side. The drum includes a single opening.
The drum is rotatable so that the opening of the drum can be facing
either of said openings of the frame.
[0012] However, this solution has also some drawbacks in terms of
bulk and safety.
[0013] Even though the drum safety lock according to the second
document does not have pivoting doors, the bulk remains high
because the distance between both openings of the frame is imposed
by the size of the drum, and in particular its diameter. This
distance is in the order of the outer diameter of the drum. The
area of the transition zone is then also imposed by the cylindrical
shape of the drum and the frame. The safety lock thus has a high
bulk detrimental to the effective area of the passenger cabin.
[0014] Besides, the lock according to this document necessarily
includes an additional frame structure having a cylinder shape
enabling on the one hand the drum to be accommodated and on the
other hand to cooperate with the same so as to perform the
technical function of safety lock. The presence of this structure
results in a further bulk as well as an added weight detrimental to
the aircraft performance.
[0015] Finally, the safety lock according to this document has a
safety defect. Indeed, when someone wishes to access the cockpit,
he/she must be present in the transition zone of the drum to ask
for this. When the request is validated, the drum rotates such that
the opening thereof faces the opening of the cockpit. However,
there is a time lapse during which, whereas the request for
accessing the cockpit is validated, the opening of the drum is at
least partly facing the frame opening on yet the passenger cabin
side. During this time lapse, it is possible for an unauthorised
person to pass from the passenger cabin to the transition zone of
the drum, which is particularly detrimental to the cockpit
safety.
DESCRIPTION OF THE INVENTION
[0016] The object of the invention is mainly to provide an aircraft
fuselage nose section including a secured access between the
cockpit and the passenger cabin, while being compact.
[0017] For that purpose, an object of the invention is to provide
an aircraft fuselage nose section including a cockpit, a cabin
accessible to the passengers which is separated from said cockpit
by a partition wall provided with a cockpit door, and separating
means located on the passenger cabin side with respect to said
partition wall and comprising at least one movable element.
[0018] By cockpit, it is meant herein the zone of the aircraft
corresponding to the flight deck. The cockpit includes in
particular the pilot seats as well as the aircraft control
means.
[0019] By passenger cabin, it is meant herein the zone of the
aircraft accessible to the passengers, and including in particular
the seats enabling the passengers to be accommodated during the
flight phases.
[0020] According to the invention, said movable element is
slidingly movable between: [0021] an extended closing position
wherein said separating means bound, with said cockpit door, a
transition zone between the cockpit and the passenger cabin, and
prevent people from passing between the passenger cabin and said
transition zone; and [0022] a retracted opening position wherein
said separating means allow people to pass between the passenger
cabin and said transition zone.
[0023] Thus, a safety lock can be formed between the cockpit and
the passenger cabin.
[0024] The lock includes a cockpit door and the separating means.
The transition zone is a temporary zone given that the perimeter
thereof is defined when the movable element of the separating means
assumes the extended closing position.
[0025] Unlike the previously described examples of prior art, the
minimum distance between the cockpit door and the separating means
when said movable element is in the extended closing position is
not imposed by the structure or means of the safety lock.
[0026] Indeed, the movable element of the separating means is
slidingly retractable and extendable. Therefore, it has no
clearance zone inherent to any pivoting door.
[0027] Furthermore, the minimum distance between said movable
element and said cockpit door is not imposed either by a possible
frame ring structure such as that previously described in the
second example of prior art.
[0028] Thus, unlike the abovementioned examples of prior art, the
distance between the cockpit door and the movable element in the
extended closing position can thus be optimized and decreased to a
bare minimum, for example to the distance necessary for enabling
someone to be in the transition zone thus defined. The area of the
transition zone is thus minimized, which provides a particularly
reduced bulk of the safety lock and enables consequently a high
effective area of the passenger cabin to be obtained.
[0029] Besides, the safety lock does not have any additional frame
structure having a cockpit opening and a passenger cabin opening.
The invention thus enables a weight gain which is particularly
advantageous for the aircraft performances. The integration of the
safety lock into the global structure of the conventional aircraft
nose sections can also be simply made, without complicating the
assembly lines and the manufacturing procedures.
[0030] Finally, the safety lock has a high safety level given that
the actuation of the separating means is independent of that of the
cockpit door. Unlike the second example of prior art, the safety
lock according to the invention does not have a time lapse during
which an unauthorised person could unduly enter the lock, whereas
the movable element would be closing. Indeed, when someone is
present in the lock and asks for accessing for the cockpit, the
movable element comes to assume, before any validation of the
request, the extended closing position. Thus, the cockpit safety is
ensured at any time.
[0031] The transition zone includes a floor. Preferably, the floor
is common to the floor of the passenger cabin and the floor of the
cockpit.
[0032] According to a first embodiment, said movable element is
slidable along an axis parallel to said floor.
[0033] According to a second embodiment, said movable element is
slidable along an axis orthogonal to said floor.
[0034] Advantageously, said movable element remains fully located,
during its displacement between both said positions, along the
perimeter of the transition zone adjoining the passenger cabin.
[0035] By perimeter of the transition zone adjoining the passenger
cabin, it is intended the line along which are extended the
separating means when said movable element assumes the extended
closing position. The area of the transition zone is defined by the
area defined by the cockpit door on the one hand and the separating
means when said movable element assumes the extended closing
position on the other hand, and obtained along a cross-section
parallel to the floor plane of the safety lock. The floor plane of
the safety lock is defined as a plane orthogonal to the aircraft
plane of symmetry.
[0036] According to the invention, said movable element extends, in
the extended closing position, along the entire perimeter of the
transition zone adjoining the passenger cabin.
[0037] Advantageously, said separating means, when said movable
element assumes said retracted opening position, bound with said
cockpit door at least partly a zone having an area strictly lower
than that of the transition zone.
[0038] The area of said zone defined when said movable element
assumes the retracted opening position can be substantially zero or
negligible.
[0039] The transition zone therefore is actually a temporary zone
given that its perimeter is defined when the movable element
assumes the extended closing position.
[0040] The passenger cabin thus has a maximized space since the
area of the zone intended to form the transition zone is low or
even negligible when the movable element is retracted.
[0041] Said movable element can be formed by a panel made as a
single piece, by a plurality of panels wherein each of said panels
is coupled to at least one contiguous panel, or even a grid or a
curtain.
[0042] By panel, it is meant a plate or a board having generally a
substantially rectangular shape. By contiguous panel, it is meant a
panel adjacent to the considered panel. By panels coupled to each
other, it is meant panels connected to each other by a mechanical
connection. Thus, each panel of said plurality of panels can be
connected to the contiguous panel(s) by any type of mechanical
connection, for example a pivot or slide connection. Besides, the
plurality of panels comprises at least two panels.
[0043] By grid, it is intended a lattice of bars of metal material
or high strength plastics, the bars being connected two by two by a
mechanical connection of, for example, the pivot type.
[0044] According to an alternative of the second embodiment, the
floor of the transition zone separates a passenger transport upper
zone from a so-called cargo lower zone. The cargo zone is provided
under the passenger cabin along an axis orthogonal to the floor.
Said floor includes an opening which extends along the perimeter of
the transition zone adjoining the passenger cabin. Said movable
element is then slidable through said opening so as to be
accommodated, in the closing retracted position, in said cargo
lower zone. The bulk of the safety lock is then minimum given that
said movable element, in the retracted opening position, is not
present at the passenger cabin.
[0045] According to another alternative of the second embodiment,
said separating means include at least one side wall extending from
said partition wall along part of a perimeter of the transition
zone adjoining the passenger cabin. Said movable element is then
rollingly mounted on a drum provided at the floor or a ceiling of
the transition zone on the one hand, and slidably mounted on said
side wall on the other hand.
[0046] Advantageously, to improve securing the cockpit access, said
separating means are shielded. The cockpit door and the partition
wall between the cockpit and the passenger cabin can also be
shielded. The shielding allows in particular to resist to impacts
of projectiles from fire arms.
[0047] The invention also relates to an aircraft including a
fuselage nose section according to any of the previously described
characteristics.
[0048] Further advantages and characteristics of the invention will
appear in the detailed non-limiting description below.
BRIEF DESCRIPTION OF THE DRAWINGS
[0049] Embodiments of the invention will now be described, by way
of non-limiting examples, referring to the appended drawings,
wherein:
[0050] FIG. 1 is a schematic cross-section view of an aircraft
fuselage nose section including a safety lock between the passenger
cabin and the cockpit;
[0051] FIG. 2 is a schematic cross-section view of an aircraft
fuselage nose section including a safety lock according to a first
embodiment of the invention;
[0052] FIG. 3 is a schematic perspective view of the safety lock
represented in FIG. 2;
[0053] FIG. 4 is a schematic perspective view of the safety lock
according to a second embodiment of the invention;
[0054] FIG. 5 is a schematic perspective view of the safety lock
according to an alternative of the second embodiment of the
invention.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT
[0055] FIG. 1 schematically illustrates an aircraft fuselage nose
section 1 including a safety lock to the cockpit according to the
invention. The nose section 1 includes a cockpit 2 separated from a
passenger cabin 3 by a partition wall 4 provided with a cockpit
door 5. This nose section 1 is quite conventional. Accordingly, it
is not necessary to describe it in more details.
[0056] The cockpit door 5 is pivotally mounted on said partition
wall 4 and has a pivoting clearance which can be on the cockpit
side or on the passenger cabin side. It can be shielded, as the
partition wall, to resist to impacts of projectiles from fire
arms.
[0057] The safety lock 6 according to the invention ensures
communication between the cockpit 2 and the passenger cabin 3. It
includes, besides the cockpit door 5, separating means located on
the passenger cabin side with respect to said partition wall 4 and
including at least one movable element.
[0058] Said movable element is slidingly movable between: [0059] an
extended closing position wherein said separating means 9 bound,
with said cockpit door 5, a transition zone 7 between the cockpit 2
and the passenger cabin 3, and prevent people from passing between
the passenger cabin 3 and said transition zone 7; and [0060] a
retracted opening position wherein said separating means allow
people to pass between the passenger cabin 3 and said transition
zone 7.
[0061] The safety lock 6 thus defines a temporary transition zone 7
located between the cockpit 2 and the passenger cabin 3. This
transition zone 7 is bounded, on the one hand from the cockpit 2,
by the cockpit door 5, and on the other hand from the passenger
cabin 3, by the separating means when said movable element assumes
said extended closing position.
[0062] FIGS. 2 and 3 illustrate an aircraft fuselage nose section,
and more particularly a safety lock 6 including separating means 9
according to a first embodiment of the invention.
[0063] The perimeter 8 of the transition zone 7 of the safety lock
6 adjoining the passenger cabin 3 is formed into a circular arc
shape.
[0064] The separating means 9 include two movable elements 10 each
slidably mounted along an axis or path parallel to the floor 11
plane on a frame structure. The frame structure can be the floor 11
of the lock and of the passenger cabin. It can also be a ceiling of
the lock and passenger cabin (not represented). The movable
elements 10 are slidable in guide rails 12 mounted on said
structure.
[0065] Each of the movable elements 10 is shaped like panel 10 made
as a single piece, preferably shielded to resist to impacts of
projectiles from fire arms.
[0066] The sliding path extends along said perimeter 8 of the
transition zone 7 adjoining the passenger cabin, and thus is formed
into circular arc shape.
[0067] When the sliding panels 10 assume the retracted opening
position, they are brought back in the vicinity of the cockpit
partition wall 4.
[0068] In this position, the sliding panels 10 are each
accommodated inside one housing. Each said housing is, for example,
a hollow box provided in the vicinity of the cockpit partition wall
4 and extending along part of the perimeter 8 of the transition
zone 7 adjoining the passenger cabin.
[0069] Thus, the zone formed between the cockpit and the passenger
cabin, and at least partially bounded by the cockpit door on the
one hand and by the sliding panels 10 when they assume the
retracted opening position on the other hand, has an area strictly
lower with respect to that of the transition zone 7.
[0070] This area is herein negligible with respect to the area of
the transition zone 7.
[0071] The transition zone 7 therefore is actually a temporary zone
given that its perimeter is defined when the sliding panels 10
assume the extended closing position.
[0072] The passenger cabin thus has a maximized space since the
area of the zone intended to form the transition zone 7 is low or
even negligible when the panels 10 are retracted.
[0073] When the sliding panels 10 assume said extended closing
position, they are substantially located outside their respective
housing, far from the cockpit partition wall 4.
[0074] However, for better safety, said sliding panels 10 each
include an end part which remains accommodated inside the housing.
Thus, there is no opening between each of the sliding panels 10 and
the associated housing. This opening indeed would be a weak point
of the safety lock 6.
[0075] In this extended closing position, the assembly comprising
said housing boxes and said sliding panels 10 substantially assumes
the entire perimeter 8 of the transition zone 7 adjoining the
passenger cabin 3. Thus, people cannot pass from the passenger
cabin 3 to the transition zone 7.
[0076] Preferably, said housings are also shielded to resist to the
impacts of projectiles from fire arms.
[0077] The operation of the safety lock 6 according to a first
embodiment will now be described.
[0078] When the cockpit door 5 is in the closed position, the
sliding panels 10 assume the retracted opening position.
[0079] Then, it is possible to access, from the passenger cabin 3,
the transition zone 7 of the safety lock 6.
[0080] Thus, when someone wishes to access the cockpit, he/she
comes inside the safety lock 6 by passing from the passenger cabin
3 to the transition zone 7.
[0081] An access request to the inside of the cockpit 2 is then
made via a device placed inside the lock 6.
[0082] The sliding panels 10 then pass from the retracted opening
position to the extended closing position.
[0083] During this position change, the panels 10 wholly slide
along the perimeter 8 of the transition zone 7 adjoining the
passenger cabin 3.
[0084] The sliding panels 10, in the extended closing position,
then prevent any entry of a further person inside the safety lock
6.
[0085] The access request can then be validated to achieve the
opening of the cockpit door 5.
[0086] It can be automatically validated by presenting an access
card specific to authorised people. It can also be validated by the
crew present inside the cockpit 2, by means of a camera or window
type viewing device located in the cockpit door 5.
[0087] When the request is validated, the cockpit door 5 is
unlocked and the person present in the safety lock 6 can access to
the cockpit 2.
[0088] The cockpit door 5 is then closed and locked. The sliding
panels 10 then pass from the extended closing position to the
retracted opening position.
[0089] The procedure consisting of a person passing from the
passenger cabin 3 to the cockpit 2 can then be renewed.
[0090] In the case where a person present in the cockpit 2 wishes
to access the passenger cabin 3, he/she activates a device for
opening the cockpit door 5. Before the cockpit door 5 is opened,
the sliding panels 10 pass from their retracted opening position to
the extended closing position.
[0091] The cockpit door 5 can thus be opened, without any risk of
intrusion of an authorised person from the passenger cabin 3 to the
cockpit 2.
[0092] The person comes in the transition zone 7 of the safety lock
6 and closes the cockpit door 5.
[0093] The sliding panels 10 then pass from the extended closing
position to the retracted opening position.
[0094] The person can then access the passenger cabin 3.
[0095] The procedure consisting of a person passing from the
passenger cabin 3 to the cockpit 2, or conversely, can then be
renewed.
[0096] Thus, it appears that at no point of the procedure
consisting of a person passing between the passenger cabin 3 and
the cockpit 2, an unauthorised person can go into the cockpit 2
from the passenger cabin 3.
[0097] Besides, in the case of a power failure of the sliding
panels 10, these can be manually actuated, without disturbing the
piloting or passenger service operations performed during the
flight.
[0098] Finally, in the case where the aircraft is free from
passengers and that there is no risk of intrusion into the cockpit
of a malicious person, the safety lock 6 cannot be actuated.
Passing from the passenger cabin 3 to the cockpit 2 and conversely
is simply made by the cockpit door 5, said movable element 10
remaining at the retracted opening position.
[0099] According to a first alternative (not represented) of the
first embodiment of the invention, the separating means 9 only
include a single sliding panel similar to one of those previously
described. The width of the sliding panel 10 and that of the
housing box are adapted, such that, when the sliding panel 10 is in
the extended closing position, it prevents, by cooperating with its
housing box, people from passing between the transition zone 7 and
the passenger cabin 3.
[0100] When passing from the retracted position to the extended
position, and conversely, the sliding panel 10 remains located at
the perimeter 8 of the transition zone 7 adjoining the passenger
cabin 3.
[0101] The operation of the safety lock 6 including a single
sliding panel 10 according to this alternative is similar to that
previously described in reference to the first embodiment.
[0102] A second alternative (not represented) of the first
embodiment of the invention is now described.
[0103] According to this alternative, each of the sliding movable
elements is formed by a plurality of sliding panels where each
panel is coupled to the contiguous panel(s) thereof through a
mechanical connection, for example a pivot or slide. Each panel is
thus coupled to the immediate contiguous panels thereof, such that
the movement of one of them causes the other to be moved.
[0104] The panels are slidably mounted on said frame structure
through guide rails.
[0105] Each panel thus is formed into a circular arc shape.
[0106] When the sliding elements assume the retracted opening
position, the panels are provided inside the housing boxes.
[0107] To limit the bulk along the perimeter of the transition zone
adjoining the passenger cabin, the panels are then provided so as
to overlap each other.
[0108] When the sliding elements assume the extended closing
position, the panels are unfolded and extend along the perimeter of
the transition zone adjoining the passenger cabin.
[0109] As for the different embodiments previously described, when
passing from the retracted position to the extended position, and
conversely, the sliding panels can remain located at the perimeter
defined between the transition zone and the passenger cabin.
[0110] The operation of the safety lock including sliding elements
according to this alternative is similar to that previously
described in reference to the first embodiment.
[0111] Of course, it is possible to only provide a single movable
element formed by a plurality of panels where each panel is coupled
to the contiguous panel(s) thereof. Besides, and according to
another alternative, said movable element(s) can be formed by a
grid, for example of metal. As a safety precaution, the grid is
shielded and has a sufficiently thin meshing to stop projectiles
from fire arms. Alternatively, said movable element(s) can be
formed by a metal curtain, preferably with solid shielded
blades.
[0112] According to a second embodiment illustrated in FIG. 4, the
movable element 10 of the separating means 9 can be formed by a
single panel 10 made as a single piece slidably mounted along an
axis substantially orthogonal to the floor 11 of the lock.
[0113] The floor 11 of the transition zone 7 separates a passenger
transport upper zone from a so-called cargo lower zone. The cargo
zone is provided under the passenger zone along an axis orthogonal
to the floor.
[0114] Said floor 11 includes an opening 13 which extends along the
perimeter 8 of the transition zone 7 adjoining the passenger cabin
3.
[0115] Said panel 10 can thus slide through said opening 13 so as
to be accommodated, in the closing retracted position, into said
cargo lower zone. The bulk of the safety lock 6 is then minimum
given that said sliding panel 10, in the retracted opening
position, is not present at the passenger cabin 3.
[0116] Thus, the zone formed between the cockpit and the passenger
cabin, and at least bounded by the cockpit door on the one hand and
by the sliding panel 10 when it assumes the retracted opening
position on the other hand, has an area strictly lower with respect
to the transition zone 7.
[0117] This area is herein substantially zero or negligible.
[0118] The passenger cabin has actually a maximized space since the
area of the zone intended to form the transition zone 7 is low or
even negligible when the panel 10 is retracted.
[0119] To pass into the extended closing position, the sliding
panel 10 is translated vertically upwards, that is from the cargo
compartment to the safety lock 6. It is then located at the entire
perimeter 8 of the transition zone 7 adjoining the passenger cabin
3.
[0120] As for the different embodiments previously described, when
passing from the retracted position to the extended position, the
sliding panel 10 remains advantageously located at said perimeter
8.
[0121] The operation of the safety lock 6 including a vertically
sliding panel 10 is similar to that previously described in
reference to the first embodiment.
[0122] According to an alternative of the second embodiment
represented in FIG. 5, the movable element 10 of the separating
means 9 is formed by a plurality of panels where each panel is
coupled to the contiguous panel(s) thereof so as to form a sliding
flap 10. The sliding flap can also be formed by a shielded grid
having a sufficiently thin meshing to stop projectiles from fire
arms. Alternatively, said flap can be formed by a metal curtain,
preferably with solid shielded blades.
[0123] The separating means 9 further comprise two side walls 14
extending from the cockpit partition wall 4 along part of the
perimeter 8 of the transition zone 7 adjoining the passenger cabin
3.
[0124] The flap 10 is rollingly mounted on a drum provided in a
housing box 15.
[0125] The housing box 15 can be provided at the floor or the
ceiling of the lock. FIG. 5 illustrates this last embodiment.
[0126] In the first case, the flap 10 passes from the retracted
opening position to the extended closing position by extending
vertically upwards, that is from the floor of the lock to the
ceiling of the same.
[0127] In the second case (illustrated in FIG. 5), the flap 10
passes from the retracted opening position to the extended closing
position by slidably extending vertically downwards, that is from
the ceiling of the lock to the floor of the same. More precisely,
the flap slides along guide rails mounted on the side walls 14.
[0128] As for the different embodiments described above, when
passing from the retracted position to the extended position, and
conversely, the rolling and sliding flap 10 remains advantageously
located at the perimeter 8 of the transition zone 7 adjoining the
passenger cabin 3.
[0129] The operation of the safety lock 6 according to this
alternative is similar to that previously described in reference to
the first embodiment.
[0130] Besides, it is also possible that the movable elements of
the separating means be formed by two rolling flaps, both being
accommodated, in the retracted position, in housing boxes provided
at the lock ceiling and at the lock floor respectively.
[0131] Of course, various alterations can be made by those skilled
in the art to the invention just described, only by way of
non-limiting examples.
[0132] Besides, the transition zone 7 can be formed in a half-disk,
square, rectangular or other shape. Depending on the cases,
shielded side walls can be provided along the perimeter 8 of the
transition zone 7 to cooperate with the separating means for the
purpose to, when they are in a closing configuration, prevent
people from passing between the transition zone 7 and the passenger
cabin 3.
* * * * *